TECHNICAL LIBRARY REPORT 1347 DITCHING INVESTIGATIONS OF DYNAMIC MODELS AND EFFECTS OF DESIGN PARAMETERS ON DITCHING CHARACTERISTICS * By Lrow J. Faswen and SUMMARY Data from ditching investigations conducted at the Langley Aeronaitical Laboratory with dynamic seale models of various airplanes are presented in the form of tables. The effects of design parameters on the ditching characteristics of airplanes, based on seale-model investigations and on reports of full-scale ditehings, are discussed. Various ditching aids are also dis- cussed as a means of improving ditching behavior. INTRODUCTION ‘The designers of an airplane have control over many factors that will affect the chances of survival of the occu- pants of the airplane ine ditching. Sinco e considerable variation in ditching behavior is found in airplane designs that hove similar performance in the air, it is evidently possible to choose values of design parameters that, will give some mensure of ditching safety without appreciable sacrifice of acrodynamio properties. ‘Therefore, available ditching data aro presented and evaluated. herein in order to assist the designer and the operator in making preliminary ditching evaluations of airplanes by comparison with similar configurations or by the study of various design parameters. This information is based on data from seale-model investi- gations conducted at the Langley Aeronautical Laboratory and from actual full-scale ditchings. ‘The data from ditch- ing investigations with scale models aro presented in the form of tables. Sealo-model investigations can give information regarding tho motions of an airplane when ditched but data regarding the ability of personnel to withstand the motions, and sub- sequently to eseapo from tho sinking airplane, must be obtained from other sources. APPARATUS AND PROCEDURE ‘Pho investigations of the ditching characteristics of air- planes were conducted in Langley tank no. 2 with dynamic seale models. Damage which was likely to occur in a full- sealo ditching was simulated in the models either by the removal of parts, by the installation of simulated crumpled sections, by tho installation of scale-strength sections or aluminum-foil coverings which failed during the test, or by combination of these methods. ‘The models were launched "Bupemes NACA Testa Nos 24 by Loa J, Fiber end Bérard, Wotan, 17, Eowanp L, Horraan cither from the towing carriage or from the monorail so that thoy wore free to glide onto the water at the desired landing attitude and speed. The control surfaces were set in such ‘a manner that tho model did not yaw or change attitude appreciably in fight, Landing attitude was measured be- ‘wvoon tho longitudinal axis of tho airplane and the smooth- water surface. ‘Tho behavior of the models was recorded from visual observations and from motion pictures of the tests. Average decelerations wore derived from the landing speeds and lengths of run. ‘Maximum longitudinal decelerations were measured with an accelerometer installed near the cockpit. ‘Various accelerometers were used that had natural frequen cies of about 20 to 70 cycles per second and all were damped. to about 65 porcent of the eritical damping value. ‘The roading accuracy of tho least accurato instrument was about Hg. RESULTS AND DISCUSSION ‘The results of the model-ditching investigations are shown, in tables 1 to 37. The information in these tables is based on calm-water Ianding tests. Tn rough-water landings made parallel to waves or swells, the samo general typo of p formance should be obtained. In landings made perpendic- ular to waves, howover, moro damage and more violent ‘motions may occur, depending on the choice of ditching site and the sizo and portion of the wave contasted. Wing. —From a ditching standpoint, the vertical location of the wing with respect to the fuselago is a compromise debween having the wing low enough to provide buoyancy to help keep tho eirplene afloat after ditching and heving ‘the wing high enough so that the landing flaps and engine installations (discussed further under ‘Flaps’ and under “fngine installation”) do not seriously impair ditching Dehavior. It is generally considered that tho most favorable position of the wing is slightly above the bottom of the fuselage or in a low midwing position. Tho thickness and size of the wings had little effect on ditching behavior other than the obvious effect on buoyancy. Sweptback and delta wings had little hydrodynamic in- fluence on ditching but they did have aerodynamic infiuenco 17TECHNICAL LIBRARY 198 on handling and lending characteristics. ‘The flying wing appeared to have reasonably good ditching characteristics but it was very susceptible to damage although no violent motions occurred. Flaps.—Tho landing flaps had a noticeable hydrodynamio ffect on about 25 percent of tho models investigated. For most of the models there was only a slight nose-down moment observed, and in no test was a flaps-up condition preferable, For certain models (as example, table 16), a flaps-down condition caused diving, but with the flaps re- tracted and with the corresponding increase in speed the damage and deceleration were even more severe than in the dives. Tt is therefore preferable to have flaps down in a ditching in order to obtain alow forward speed and thus to decrease fuselage damage; however, the flaps should be ‘weak enough to fail before producing an undesirable diving moment. For airplanes having very low wings, the manner in which the flaps failed, that is, whether they were com- pletely torn from the wing or whether the linkage failed and left the flaps free to rotate toward a neutral position, had an effect on the results. In table 28 it is noted that a flap which merely rotated toward a neutral position was occasionally detrimental. Engine installation. —Reciprocating engines have caused differences in airplane ditching behavior because of tho loca~ tion of the nacelle. When placed low on an airplane, the engine nacelle acts as a “water brake” and increases decelera- tions; therefore, it is generally desirable to place the engine ‘well above tho lovel of tho bottom of the fuselage. Jot engines mounted on the wing (table 11) or turbo- propeller engines mounted similarly will have about the same effect as a reciprocating-engine nacelle except that they mey ‘be smaller and have less water resistance. Pusher-propeller engines installed on tho wing (table 10) also may have low water resistance. Jot engines have brought about a design freedom in engine location because propeller clearance is no longer a factor. Jet engines installed at tho wing root, on struts, under tho fuselage, and on the side of the fuselage have been investi- gated in model-ditching tests. In general, the wing-toot nacelles have very little effect on dynamic behavior and will hhavo little influence on structural damage. ‘The strut- mounted nacelles (tables 12 and 26) will probably be tom off in a ditching but will have little effect on dynamic be- havior. With engine nacelles mounted under the fuselage, ‘various effects can be expected, depending on the rigidity and the fore and aft location of tho installation. If tho engines are too far aft, a dive may be produced. A forward location may cause porpoising, but generally an intermediate “position can be found thet will produce a smooth run, Side-mounted engino nacelles will probably require the hori- zontal tail to be mounted high on the vertical tail. Gener ally, with a high tail the rear part of the fuselage runs deeply in tho water and tho nacelles cause considerable spray and drag as they enter the water. If the nacelles tear away dur- ing a ditching, extensive structural damage may result and possibly the aft portion of the fuselage will be tom away. ‘Fighter airplanes usually have jet engines located within the fuselage; therefore, the location of the air intake is the most REPORT 1347— FOR AERONAUTICS important feature of such installations. ‘Tho inlets may cause detrimental behavior when a ditching is mado at a low enough attitude to got thom into the water at high speeds (eee table 23). Usually, however, an airplane ean be landed so that the inlots aro held clear of the wator until a fairly slow speed is reached. ‘Tests were made of ono fighter air- plane model that had jet engines mounted on the underside of the fuselage (table 20); diving did not occur with this particular installation, but some very high decelorations resulted. ‘Tail surfaces.—The location of the tail surfaces has nob previously been considered. to have hydrodynamic influence on ditching behavior. However, data obtained in scale- ‘model investigations indicate that the horizontal-tail location can affect tho attitude at which tho sirplano will run on tho water. When the horizontal tail is loonted very high on tho vertical tail the model will, when there is a tendency to ‘rim up, trim higher then when the horizontal tai is in a low position. Occasionally a horizontal tail was partially tom away in the scale-model tests but no appreciable chango in behavior due to this damage was noted. Tending gear—It is considered advisablo that ditchings ‘be made with the landing gear retracted because an extended gear usually causes diving. (For example, seo tablo 32.) ‘There have been some full-scalo ditchings with wheels down in which diving did not ocour, but apparently these were exceptional. : ‘The arrangement of the landing gear when retracted bas not shown an appreciable effect on ditching behavior, but it can affect the amount of damage and the safety of personnel during 8 ditching. ‘Tricycle-gear arrangements have noso- wheel doors that are likely to fail in a ditching. In no case have scale-model investigations shown that such a failure will cause diving, but secondary failures that ensuo as a result of tho water pouring into this opening may be exton- sive enough to endanger nearby personnel. In general, the Innding-gear installation that has a tail whedl tonds to give a better arrangement for ditching than the tricycle gear, pro- vided that all wheels are retracted. Howover, if a ditching tid attached under the nose of the airplane were considered, the tricycle landing gear would provide structural mombors advantageously located to carry the concentrated lond of the ditching aid. ‘The bioycle-landing-goar installation re- quires doors in the fuselage bottom which aro undesirable in ditching unless they are much stronger than doors generally are. In investigations of one airplane model employing tho bicycle landing gear, the simulated main-wheol doors failod (table 12). In this test: no detrimental behavior occurred but the fusclago was flooded. ‘The outrigger wheels required with a bioycle main gear offer no difficulties in ditching. A contribution of the bicyele-landing-gear design favorable to ditching is a very strong fuselago structure. ‘Tho fusolago of some airplanes has broken apart near the wing in ditching but it is unlikely that o fuselage strong enough to support a bicycle landing gear would separate in this manner. In an investigation of a model with the main landing gear located {in nacelles on the sides of the fuselage (table 33), the nacelles crumpled considerably but the damage did not affect the ditching behavior. Damage is likely to occur when theTECHNICAL LIBRARY DITCHING INVESTIGATIONS AND nacelle type of wheel fairing is used, and the damage could have undesirable effects on flotation unless precautions are taken to prevent entry of water into the main part of the fuselage. Fuselage strength—Most airplanes could be ditched with relative safety if extensive damage to the fuselage could bo avoided; therefore, the strength of the fuselage bottom is probably the most important parameter influencing ditching behavior. It is impractical to consider designing fuselages which will not fail in ditching, but damage may be reduced by using ditching aids (discussed further under “Ditching Aids”), and tho danger to personnel may be minimized by providing safo ditching stations (discussed under “Safe Loce- tion of Personnel”). The middle third of the fuselage bottom is considered the critical region because of its susceptibility to damage and the consequent effects on ditching behavior. ‘Tho investigations with models by the use of scale-strength bottoms to determine tho location and amount of probable damage have substantiated this conclusion. ‘Bombers are particularly susceptible to damage and unde- sirable ditching behavior because the bomb-bay doors are usually located in the critical region. Manufeoturers esti- mate that the bomb-bay doors have an ultimate strength in resistance to water loads of approximately ¥ to 2 pounds per square inch and that the remainder of the lower fuselage is also comparatively week. Bomb-bay-door failure generally occurs and sometimes causes violent behavior; however, whether or not violent bebavior occurred, safe ditching sta- tions in the rear part of the fuselage are generally unobtain- able because of the rush of water through tho airplano when damage oceurs. ‘Thro is a wide variation in the bottom strength of fighter sirplanes; some have strength as low as 2 pounds per square inch, but others can withstand a pressure of 40 pounds per equare inch on some parts of the fusclago bottom. Fighters frequently sustain extensive damage to tho bottom skin, but tho structure usually remains moro orless intact. If damage does not occur, fighters will make smooth runs or at worst they might skip. If damago occurs, almost any behavior from a smooth run to a violent dive or fipover might result according to the amount of damage and the particular airplane configuration. ‘Transport airplanes have marginal-strength fuselages—the lower part of the fuselages sustains some damage whon ditch ing but usually is not demolished. ‘The average resistance to water londs is estimated by manufacturers to be from 8 to 12 pounds porsquareinch. ‘The fuselage strength of a transport is greater than that of a bomber because the requirements for cargo floors and pressurized cabins in the transport contribute to a stronger fuselage and bocauso the bomber fuselage is considerably weakened by the presence of the bomb-bay doors. Damage usually does not cause the behavior in transports to be violent, but water flooding into the fuselage through damaged sections is a hazard. ‘Fuselage shape—Some current airplanes havo large amounts of curvature at the rear of the fuselage. A high dogree of longitudinal curvature results in a suction which causes the models to trim up in the water (tables 30, 31, and 87). A high degree of Ieteral curvature at the rear of the airbase casa 199 ON DITCHING CHARACTERISTICS fuselage results in suetions and motions similar to those pro- duced by high longitudinal curvature (ref. 1). ‘Trimming up is not necessarily detrimental but could contribute to un desirable results such as skipping and subsequent diving. A fuselage bottom with little longitudinal and lateral curvature tends, to decrease trimming up but is undesirable because of ‘tho accompanying high water londs. ‘There are indications that finttened cross sections in combination with high longi- ‘tudinal curvature tend to cause skipping (tables 19 and 30). Moderately curved sections rearward of the center of gravity aro desirable with respect to stability and water loads. From early scale-model tests, it was concluded that the small differences in tho ratio of fuselago length forward of the center of gravity to the total fuselage length indicated no consistent differences in the hydrodynamic performance. ‘Recent trends in fighter design have led to increases in this ratio from approximately % to ¥. ‘There is evidenco that the increase in nose length has been advantageous to fighter airplanes because it has resulted in a decrease in diving or nosing-in tendency. For bombers, the inereaso in this ratio has been small and there has been little noticeable effect on ditching behavior. Curvature at the nose also hes an influence on ditching behavior. A fuselage that is moro or less straight on the bottom but curves up abruptly at the nose offers less nose-up ‘moment and thus is more likely to dive than one that curves up gradually. ‘The desirability of gradual curvature of the forward part of the fuselage has been substantiated by lim- ited tests. ‘Tho effect of cross-sectional curvature of the forward part of the fuselage has not been investigated but it appears that a moderately curved ervss section would probably be most desirable. Size—The physical magnitude of airplanes appears to affect the degree of violence of ditching behavior. Small differences are not noticeable but in the overall range from fighters to largo bombers and transports the effect of size and pitching momont of inertia is apparont. As the. size of airplanes incronsos, the ditching behavior becomes less violent. Interior arrangement—Probably the item of interior arrangement that has the greatest eifect on ditching behavior is tho bullthend just eft of the bomb bay. Bomb-bay doors usually fail; therefore, this bulkhead is immediately subjected to water loads. For the configurations shown in tables 11 and 18, diving was prevented by removing the bulkhead and the part of the fuselage bottom that might be torn away if the bulkhead failed. In tablo 4, removing the bulkhead or part of the bulkhead reduced the severity of diving. ‘There have been cases in which bomb-bay doorsfailed butdiving was not produced; in such cases the bulkhead caused no doti- mental behavior and offered some protection to the interior of tho rearward part of the fuselage. Protuberances—Protuberances under the wing or the fuselage of an eirplane may causo undesirable ditching behavior and high longitudinal decelerations. Protuber- ‘ances located rearward of tho eentor of gravity are the most undesirable and may causo diving. Radiators projecting below tho fuselage rearward of the center of gravity haveTECHNICAL LIBRARY 200 caused dives. Rediators under the nose havo caused violent ditching bebevior and high decdlerations. Belly-gun turrets and radar housings placed forward of the center of gravity generally have caused no diving or other violent motions when tested on models (tables 8 and 14). However, such protuberances located rearward of the center of gravity have caused diving (table 3). Scale-model investigations with cargo containers located under the fuselage (table 27 (b)) indicated that no detri- mental effect was due to the presence of the cargo container in fact, it was beneficial because it afforded protection to the bottom of the airplane. ‘The construction of the container was such that it caved in on contact with the water and thus acted as a shock absorber. ‘The need for greater fuel storage in jet-propelled airplanes has resulted in the uso of extemal fuel tanks, usually located under the wing or at the wing tip. Streamlined auxiliary fuel tanks under the wing (table 23) should be jettisoned before ditching because they increase hydrodynamic re- sistance and becauso their shape is such that they produce suction force detrimental to successful ditching. Tanks that were modified in shape by the addition of either chine strips or dead rise with chines (ref. 2) would improve the ditching behavior if they were strong enough to withstand the water loads. Wing-tip tanks probably will not be detri- mental since they do not enter the water until low speed is reached and, if empty, they offer additional buoyancy (tables 21 and 24). SAPE LOCATION OP PERSONNEL ‘The availability of good ditching stations for personnel vill in some measure compensate for unavoidable deficiencies in hydrodynamic characteristics. Seale-model investigations indicate that decclerations in severe ditchings may exceed 10g, but apparently personnel can withstand such decelera- tions if they are braced against or strapped to a unit of the airplane that will not fail. The danger that parts of the airplane will be broken off and thrown against occupants cannot be completely eliminated, but adequate strength ean be provided to prevent obvious hazards, such as overhead ‘turrets, from being tom off. ‘Available records of ditchings indicate that the survival rato for fighter pilots is higher now than in the past. Al- ‘though the behavior of current fighter airplanes is sometimes ‘violent, a more important factor may be the increase in use of the safety bamess. The fuselage of a fighter is strong ‘and the pilot can usually be braced well enough to withstand the deceleration. ‘The bottom skin of the fuselage may be damaged but there is little water flow through the pilot's compartment. In bomber and transport airplanes, the pilot’s compart ment is usually high enough to avoid quick flooding except in a dive, damage is not severe, and escape hatches are available. ‘The most dangerous ditching stations in a bomber aizplane are rearward of the bomb bay because of. the likelihood of an inrush of water through the low-strength bomb-bay doors and the probable failure of the bulkhead just rearward of the bomb bay. The survival rate for Dombers as a whole is very low, and as a class the bomber REPORT 1347— FOR AERONAUTICS is considered to have unacceptable ditching characteristics. Ina transport airplane, the fusclago generally has no pre~ dominantly weak part, such as bomb-bay doors, and the floor of the passenger compartment is more substantial then the floor of a bomber. Consequently, the rearward part of the fuselage is possibly less hazardous in a transport than in a bomber; however, becouse of the chance that the rear fuselage might sustain extensivo damage, ditching stations should be a8 far forward as possiblo. In transports that have double decks (tables 36 and 37), the upper deck offers relatively safe ditching stations. ‘The most hazardous type of transport, as far as ditching stations are concormed, is the “lying boxcar” (tables 29, 80, $2, and 33). This type of airplane has large doors and a wide fat bottom that are subject to high water pressures; therefore, some damage is very probable. ‘The high wing of the flying boxcar affords no buoyancy until the airplane sinks deeply; consequently, the cargo or passenger compartment is likely to bo flooded to a hazardous extent. Te would seem that the ditching requirements for trans- ports should be more severe than for othr types of eirplanes because of the lange number of passengers involved and the general lack of training in ditching procedures. DITeHING AIDS ‘When the use of an airplane is such that a high degros of ditching safety is required, a ditching aid may be the best method of insuring such safety. If a ditching aid wore cluded as an integral part of the airplane in tho early stages of design, it possibly could be incorporated with little or no penalty in performance. ‘Hydrofiap—One method which can be used to prevent diving or “nosing in” during the high-speed part of a ditch- {ng run is to provide a dovico under the fuselage forward of the center of gravity thet will have sufficient hydrodynamic lift to fumish the necessary positive pitching moment. Scalemodel investigations have been made with planing surfaces, called hydroflaps, installed on models for this purpose. The hydroflaps, which usually have an incidence angle of about 30°, have been tested in various forms. In some investigations, existing rectangular doors in the fuselago swere braced open to form hydroflaps (tables 2 (b) and 16 ()). In other investigations where the hydroflap had a trapezoidal fr triangular plan form (tables 4 (b), 11 (b), and 33 (b)), smoother runs wore obtained than with rectangular plan forms. In addition to eliminating the diving, hydroflaps reduced the amount of damage sustained by seale-strength seotions. Cortain types of airplanes require speed brakes or dive brakes. These devices have various forms, ono of which is an approximately fiat plate hinged at its leading edge to the bottom of the fuselage and opening outward. A fow air- planes have had this type of brake located forward of the center of gravity. Such a devico possibly could bo located so that it could serve as a hydroflap as woll as a speed brake, Speed brakes have not yot been located far enough forward of the center of gravity to sorvo advantageously es hydro- flaps and have not been made-strong enough for such use. Seale-model investigations (table 24 (b)) indicate that suchDITCHING INVESFIGATIONS AND a brake could be used as a ditching aid if these requirements wore not. Hydrofoil—Two general methods for using hydrofoils to improve hydrodynamic ditching characteristics of airplanes have been investigated with scale models: in one method, tho hydrofoil was placed below the nose of the model with a positive incidence, and in the other it was placed aft of the center of gravity with a negative incidence in order to hold tho tail down, Both schemes were effective in improving the performance of the models, but the hydrofoil below the nose of the model was a more positive and practical installa tion. In addition to improving ditching behavior, the hydro- foil forward of the center of gravity offered the possibility of reducing fusslage damege. ‘Hydro-skii—Another possible ditching aid is a planing surface that ean be extended on struts so that in a lending the airplane rides on the planing surface and the main body of the airplane is not subjected to large water loads at bigh water speeds. Such a device has been called a hydro-ski (tables 14 (c), 27 (c), and 34 (b)). With a hydro-ski ditching aid, the hazardous motions and structural damage associ ated with ditching can be eliminated. For a bomber air- plano, twin skis retracting into the side of the fuselage or into the wings could be used. Fora transport airplane, either a singlo ski or twin skis retracting into the bottom of the fusolage would bo practical. TEGHNIGAL LisRARY oN DIroHING cHARAcTERIETICs == 201 CONCLUDING REMARKS Performance requirements and the relatively low frequency of emergency landings oven in wartime make it unlikely that airplanes will ever be designed specifically for “‘safo” ditch- ings. Tt appears possible, however, to reduce the hazards by somo attention to the effects of the design parameters. It may also in certain cases be possible to incorporate ditch- ing aids to protect the structure from peak water loads ithout signifiant performance penalties. ‘Theso possibil- ities together with the establishment of proper spproach procedures, provision of adequate means of escape, and early ‘rescue remain the most effective moans of increasing survival rates in future ditchings. Lanauny Annonauricat Lanoratory, ‘Namionat Apvisony Cosnurrrae ror ABRoNAUTICS, ‘Lanaumr Freup, Va., November 16, 1966. REFERENCES 1, MoBride, Bilis H,, and Fisher, Loyd J.: Experimental Investiga- tion of the Edfect of Rear-Fuselage Shape on Ditching Behavior. NACA TN 2020, 1953, 2. McBride, Wis B.: Preliminary Investigation of the Bitosta of Bx- ‘temal ‘Wing Fuel Tanks on Ditching Behavior of a Sweptback- Wing Airplane. NACA TN 2710, 1956,TECHNICAL LIBRARY 202 REPORT 1347— TABLE 1 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER A Model scale, i; gross weight, 21,500 Ib; conter-of-gravity location, 28 percont M.A.C.; all values full seals] ‘Damage simulated by removal of paris (erosshatched areas). FOR AERONAUTICS TABLE 2 SUMMARY OF MODEL-DITORING INVESTIGATION OF ‘BOMBER B a [Modal scale, 34; gross weight, 25,780 Ib; conter-of-genvity location, 28 percent M.A.C.; all values full scale} (@) Without hydroflap. ‘Damage simulated by removal of parts (crosshatohed areas). 47.9 ft : Tas | a [a] [asst] Arce dee | see | ts | Sgneth laeed | cat | Moun Se a aE | fy | es [ota | alae [alors ‘ing set- Length | longitudi- | longitudi- | Motions| ee not eration, | eration, “) Be | ag | es [ene] nei reat) | | “te ‘id | ah | Se fete fori | ces | vale os ae cae | Tee spell Tamas mote tla lel ml. aaler 2/4 |] a]- at 2) a | we) BY By oe Ses a eeel eat | a Deal Tellers oi fay | || ces tessa tees | “In this clumo, tho tts indict the folowing motions bran deoply~tho model voted deoply in th water wit Ute henge in Soba my re acer —tho mote made avery stable ran a RS Ste wate reaing { Merommended ditching attitude and petting. Remar: Simulation of damage on this model stopped the rimming ap Aenea Sate aes a a dacs BPtbetar arene ch Matt tts outa lS va dab with one sigan Gr” dod tilehdi’ “tho macda stopped abropiy t's dasa atitude with most of the medal submerged SSE RESIS stn ee {Recommended ditching aticue and fap setting. “dene Ii be be peopl dives at the attitude ot & were leas violent than theo at fhe attends eae ichaaemardate OR saeco tabaTECHNICAL LiBRARY DITCHING INVESTIGATIONS AND "TABLE 2—Coneluded SUMMARY OF MODEI-DITCHING INVESTIGATION OF BOMBER B @) With hydrofap. Damage as shown in three-view sketch, All-purpato note doo? (open at an anglo of 30" to thrust line) used as hydrodi. 3 ON DITCHING CHARACTERISTICS 203, TABLES SUMMARY OF MODELDITORING TIVESTIGATION OF SEES (Mods, 2 gross wight 87000; enter arity Ieton '30 pereent M.A.C.; all values ful scale) ‘Damage simulated by removal of parts (crosshatehed areas). var | lost Yaad | i | a va aod | map | tana Masizoum) Aver ise | see Tengen longi | oneal Motions ing” | aot! | “ing |Length| loneitual | longstud | Motion ai | tbe, Jape Sn aon | ac | ek | be, | sper | fam, | naldeeat | na eset | of modal ide, | “ate z By | | fas, owt || ration | "eraton, |G) ee et Gime | Gund Udanaged model o | 4s A Be) 45 ct “Io tis clan, the eter indent dp following motions rl 2 a, P"porpokedtue model tadulates about too wansverse axa with | | % | 4 ga sole part of tho adel alvays in contact withthe water w) 2 ¢ ‘Recommended ditching attitude and flap setting . Remaria: Rather violent porplag rans cosured, withthe bydro- fap, but iao rune wero odserably beter than to volot dives 82 occured witzus the hydro. 5 : os | i te a : b | > Js column, the letters indicate the fllowiog motions: ‘islstiy~—tho model stopped ahrupty in 4 noredown ‘te moda esbmerged 'Dpoxpolsed--the model undulated about the franaveree axis with sot Part af tho modal always in eontact with tho walar ¢” Beppe the odl rebounded fm the water, io model pivoted quickly about a vertical axia ‘jndeommended diebingatitado and Sap sefing Tonarg: ho tts indaad tat he ore treet ping ‘use of diving. It waa recommended that this turret be made Jottisonable.204 REPORT 1347— TABLE 4 SUMMARY OF MODEL-DITCHING INVESTIGATION OF ‘BOMBER D [ot sal, 2 gress wiht $560 tb; enter avy cto, pret 361.6; al vate fl eed (© Wie hydrstoy Damage nuated by removal fpr (oahu ares) ery Tyee. | ap [igs — fee | SP |" rags SHEE oe Gs | Sp | Base | R™ “en ies | 8 Sat aoe et Toianage mode sel mw | a, [> folm fg] we | ty | 3 clef alBl & | a] i s| 0] o By} i 9) ol wie} ag | wg iy | f a0) er ee ie % i Danae mod we] ——| % | & a oe | Ee | eel | BPS] | ok 8) 8) efi) |] Fl “Es i slum, to ltt Indien the following motions: atfilude with most of the model submerged Th ran emoothly “the model made a Yery stable run D_ porpolsed-the model undulated about the taausverse axis with sole fart of the model always in eontace with water ‘alpped--the model rebounded from the water ‘Recommended dtehing attitude ad Aap sotting. Remarks: ‘The bomb-bey doors on this airplane are ex weak and will probably fall in‘ ditching, “ho tert of mo: {ated that felltre of the bomb-bay:doots cured a divin ‘The amount of damage to the Dulldhead aft of the bomb talned the severity of the behavior of the airplane. tionally es ind ‘moment. sy deter: LIBRAR FOR ABRONAUTICS TABLE 4—Concluded SUMMARY OF MODEL-DITOHING INVESTIGATION OF BOMBER D (®) With bydrofap ‘Damage same as shown in three-view sketch. Hydroflap at indicated, vast | 2 Jest |, team] ae Ge | ae | ey [eee |e ae GRE | SG | BSS fre] aes | nance ory i rae | ae | als | ag or t] s)els r |e 3) 8] 2/8 an: ‘In this eslamn, the letters indicate the following motio p porpoised—the model undulated about the transverse axis with soine part of tho modal slways in contact with water ‘FRecommended ditehing attitude and flap setting. Remaris: Tho hydrefiap was considered tha most practical of soveral ditching aids whieh were tested on this model.TECHNICAL LisRARY. DITCHING INVESTIGATIONS AND TABLE 5 SUMMARY OF MODEL-DITCHING INVESTIGATION OF ‘SOMBER E [Model sealo, 25; gross welght, 26,000 1b; eenter-of-gravity location, 26 percont M.A.C.; all values full sate] ‘Damage simulated by removal of parte (crosshatched aress). AeaSthGQ Rios on pircmme cuanacranisics 205 TABLE 6 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER F [Model seat, Heroes weight, 31,000 1b; centerof-gravity location, Té percent M.A.C.; all values full sesle] ‘Damage simulated by removal of parts (crosshatched areas). 50211 Po""4 Zand | Flap | Lande Maximus Avera ing’ | set" | Ving” {tengtn| longitude | tong | Motions ath | tise, | spec, | cfs, | naldopet | nal Geee- of model ide, | “dog | Tsou [| “eratttn, | “eration, |") and | mip | tan Maximura| Average aoe uni | Goats ‘ng | st angtn| lattes | stat [xfotions BE | See | ee, || mee ae oa Undamaged model deg’ | * quate | unite ° ‘Tadamaged model 8 ‘ -1 | 0 | a2 | 400 1 | on re =i] eb | ioe | 300 wah B ¢ | % | ioe | 380 iy | ak 6 | op | ioe | 350 ae ous a8 | 50 | ioe | 0 | Os 1 | oo | int | 380 iB o | 45 | ro | a0] om | am | Damaged model o | 8] 8 | Bo] g wm |b mw | | ar | io] bk |e 5 -1 | | i] soo] 2 ieee ye | s | ioe | ao | 3 ty | ¢ ‘7m is cle, he et indo to Following moons | | | oo] 8 mos ly-—the model settled deeply into the water with little change in attttade han smoothly—the model mado a very stable run & skipped-the model rebounded trom tho water 4, tumed Sharpiytho model pivoted quilly sbout vertical axis Recommended ditching attitude and fap setting. Remarks: ‘The performance of tho model was not. appresiably ‘changed by simulation of damage. ‘The model ran deoper in the water with the parts removed, but the behavior in goneral was similar ‘Thotarge havelles tonded to cause violent turns when one Wing Was low. ‘In this column, the leters indioate the following motions: 1 an smoothly-—the model made a very stable run 8. akipped—the model rebounded from the water 1a, frlmmed up—the attitude of the model inereaged while running sn the water Reommended ditching attitude and flap setting. Remarks: The model had a teimming-up tendency in the undamaged gpition, The lege naceles caused sharp turas when the mode was ‘ditohed with one wing low.TECHNICAL LiBRARY 206 REPORT 1847~ TABLE 7 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER @ {Model sesle, J; gross weight, 105,000 tb; conter-of-gravity location, 25 percent M.A.C.; all values full scale) ‘Damage simulated by removal of parts (crosshatched areas). 98.4 tt a ee Masimum| Average ing” | sete Length | longitude | Jontucl- | Motions ah | be, | epoca, ‘Fata | dca | haloes: or mode rae, | “dee | Frots | R*| "eration, | “oration, |° ‘dee uns | units ‘Undamaged model soo |. 1 a] 45 | sae | 999 | - hig gs] as | ioe | 350 | = i] 8 Neu |e aster |2300 er r He] a3 | sr | 250 | 2. mw | om “ia this column, the letters indieate the folowing motions: 4," dived. violentiy-the mode! stopped abruptly in s nosedown attitude with most of the model submerged dp dived slighty—tho modal sapped sbruply in a nose-down atlitade mith nose of tho model at Remarks: The soa strength landing fans on the mode didnot fail ‘consistently. "When the flaps did not fal, the model usually dive. FOR AERONAUTICS ‘TABLE 8 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER # (Bfodal veale, 2; groes weight, 100,000 Ib; centerafgravity locaton, Jo percent MLA.C.; all values fll sate) ‘Damage simulated by removal of parts (eresshatched areas). e310 > 35 Land Masimum| Average ‘ng |Length| longitudi- | longltudl- | Motions speed, | of rim, | nal deco: | nat decet-|of model nots |e” | “eration, | “or units | guns ‘Undamaged model ° a2 | 550 1% 1 fun 8 | 40 | t02 | 500 2 i lun a] “o | as | 600 2 i a i} so | (ss | 480 iy i Bb ‘Damaged modal o | 40 | 122 | sso 4 i > B| 2 | 23 | 38 44 1 hb is | 40 | “ss | $00 3 mm} nb ‘Tm this columm, the lettors indieato tho folowing motious: "ran deoply—~the modal settled deeply into the water with little change in attitude San mony the model made s ory able ran _ porpolred™the modal undulated about tho transverse oxis with some part of the model always in contact with tho water i immed up-~tho ated of the model Inerented wo running sn the water {fRevommended ditching attitude and flap cetting. Remarks: Decelerationt were inereaved when damage was slmu- Isiod, but the behavior of the modal was not appresiably changed.TECHNICAT DYECHING INVESTIGATIONS AND TABLE 9 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER 1 Model scale, 3; gross weight, 150,000 1b; cantarcf-gravity location, 26 percent M.A.C.; all values full seal] ulated by removal of parts (erosshatshed areas). Daniago si LIBRAR Uibiriahaun ON pivomING cHaRacreRistics 207 ‘TABLE 10 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER J [Model scale, 35 and 3h; gross weight, 255,000 Ib; center-of gravity location, 29 percent M.A.C.; all values full eeale) ‘Damage simulated by removal of parts (erosshatehed area). 16227 ft eae Tend] Pap [tana] [atesinu] av ne ‘ng | sete | ing” [Length] longitud- | tongitud- | Motions aBE | Ge | ase, [UPRERY) Sota | nada: [orice ats, | GBB | eases fOCRe™ | Mra | al cen [ores deg gunits | g unite ‘Land- | Flap | Land- Avers see | mip | ae SE fon BE | ae, | eat, mee |e ‘adaraged oda aE | Se | ch [ote | alae | aaa lore ase sists | Fut 9] 0 | m moon pt ‘Undamaged 1/30-seale model + | 40 | ize | s.000 -| 4 [wn «| 0 | im] oo] « om | ere 2] i | Bt | a0 =| | as Oo] Bl at] Be] sg ele 8 | 42 | 109 | as0 =| ¥ ¥ S| | in | a] 8 3 | ae 9] 8] uo |, 9 =] uy |B Baa aoe teed sear a if , 13 | “oO | 108 | 1000 =| # i | o0 | 98 | 250 | 7 Mm | pe By 8) ws | be =| zg “in this cola, the letters inlet the folowing motion: aaa Tl eee a ee Ae pled ary aoe wate ith Hie Damaged 1/20 model ene Anothy—tho model made avery sab ak dothly—tho model mado very stable run B fatale ode tndunted abouts teaver ais wie | |b | 4 | 228 $ 2 soft FarPo tho uml atvaye cota wit te wate °° Emel arplye-tha mode! pivoted qulkly about a vertical sane Pas thas fe nse ases HHS NSE | sais, naan nel ong mt {aera dtcingattude nnd tap stsng Oa aaah atl eect Spy ite Me wat wich Hee Remarks:,The most pronounced ditching chetacteristio of this bomber model was ite tendenoy to tum or yaw. Construction of the aso fa euch that extnaive damage so De expentod end probably be dificult to find ditchiog’ stations where orew members can ad Sustey rac thameetves and bo renennbiy sure of voiding a in- Push of Walon. chgngo in attitude Th ran smoothly—the model made a vory stable run p_ porpolsed—the modal undulated about the transverse axis with sone part of the model always in contact with the water 5 lipped—the modal rebounded from the water 4, immed up—the asstude of the model Inerensed wile running in the water Recommended ditching attitude and fap setting. Remacka: The behavior of tho model was generally good. No generally good. No lent motions auch ae diving oocured and whe maim 1 Sscclaration rooted wns about ag,TECHNIC. 208 ‘REPORT 1347— TABLE 11 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER K [Model scale, gross weight, 89,600 tb; eenter-of gravity Tocation, 20 percent M-A.C. ll value full sae) (@) Without dota. Damage simulated by removal of parts and covering of openings ‘with aluminum fol Yhstehed areas). are LIBRAR |. Damage same as shown in three-view FOR AERONAUTICS TABLE 1—Consluded SUMMARY OF MODEL-DITCHING INVESTIGATION oF BOMBER K’ (©) With hyarofep. teh, Hydroflap as indleated, Flap | Lane ‘Maximum| Avera set | ing |Length| longitual-| iongitudi- | Motions fing, | speed, | of un, | nal dece- | nal decat- | of model deg, | Hoots | ft" | “eration, | “eration, |° units | punt ‘Vadamaged model 2 | so | asi | 050 | a ub 6 | ao] to | so) 1 uh Damaged model 2 | «| im | 200] 9% 4 a 6 iio | 800 | 8 2 a "In this column, tho letters indicate the folowing motions: dived violeatiy—the model stopped abruptly in a noce-down attitude with most of the model submerged h'yan smoothiythe model made a very stable run 4, rmmed up—the atitde of the model inereased while running in the water {Recommended ditching attitude and fap setting. Remarks: The seale-strength bomb-bay doors and nose-wheel doors consistently falled on the made. The dives that occurred were very. Sfolent, "Additional data have indioated that Ifthe bulihead aad part the fodalage bottom aft of the bomb bay fall na ditching, diving Tay not ooour. oe angth| longitu | tated | Mot ta |roogen| Mealaa | AnstA® | rote spat, | gg] see | Sse one est | Fe] hala | al ces say | Sane mm | me] ay uo | 50 | 3 ‘In this column, the letters indicate the following motions: Pp. porpoizod-—th moda undulated about the transverse axia with soine part of the model alias in contact with the water ‘¢. skipped-—the model rebounded from the water Recotmended ditehing attitude aad fap setting. Remarks; ‘The hydrofap stopped the diving and redused the decolora- ton. "Tt also kept tho nose-wheel doors frou filing. SDITCHING INVESTIGATIONS AND ‘TABLE 12 SUMMARY OF MODELDITCHING INVESTIGATION OF BOMBER 1 {hod seas 2 rots weg, 16,000; enter gavity Ito, 20 perc M.A. lvl al el ‘Damage simulated by removal of parts and covering of openings with ‘uiminum fol! Quatehed area). pos “| 2 | cea tse] ase | EE se) | im [ach] PSE | Sj vo ae | Ss [ase aes (85 ue va elelm@lel: ly le a ge} elmle) he |r [a Damaged ai PSI es | 8/8) Bye Faye me) elma, ek |e “In this column, the letters indioato the folowing motions: "ran deaply—tho modal settled desply into the Water with little ‘change in attitude an siaoothy—tho model mado & very stable run D_ Pporpolged—the made! undulated about tho transverse axis with sone fart of the model always in contact with tho water 8 aipped—tho model rebounded from tho wator 4 fund up the ate of the modal Inereased whe running in'tho water {Recommended ditehing attitude and fap setting. Remarks: Additional texte with the nacolles attached at, scale strengtt indicated that the nacelles wil probably be torn off in & ditching but. will have litte or no elfest on bebavior. The sitaulated ‘main-ihedl doors failed. TECHNICAL TigeaRy, 2iioa ow prrcmme cuaracreisrics 209 TABLE 18 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER M (tol sal, gros weight, 2850 Ih enter rviy Ito, 30 percent M.A; lvls lee Damage sinttd by renova of part (rsatbed ae), vat |e [Fe] |e ee a | Be? | Rt gna st a BS | | is fers eS roe ak | ek | SS vue | ra re il 4 B | Oo i g ‘In this column, the letters indicate the following motions: 1h ran smoothly-—tho modal mado a very stable rua _ porpolsed—the modal undulated about tho transvorso axis with sone part of the model always in contact with the water @ gkipped—the modal rebounded from the water &,,bumed sharply the mode pivoted quiolly about a versal axis recommended ditching attitude nad fap setting. Remarks: From examination of full-scale ditching reports on this airplane, it i believed that tho fuselage bottom stction aft of the Somb bay ‘will bo tora aay inva ditching with tho resulta indicated above. ie this section does not fal, violent dives ocour.TECHNICAI 210 ‘REPORT 1347— ‘TABLE 14 SUMMARY OF MODEL-DITCHING INVESTIGATION OF BOMBER N [Model scale, 75; gross welght, 45,000 1b; center-ofgravity location, 20 percent M.A.C.; all values full seal] (@) Without hydroflap or hydro-skis. ‘Damage simulated by removal of parts (crosshatched areas). rean-| 1001-4 Te" | a | Mae” | enetn| lonstad| ogc |e i | sions 2S. | Gee | oat, [Eenet| ened et es iss, | RE | ase ote | nee | altel [ore = une | ue ‘Damaged model 2 | | s | wo] 6 2% a g) 2) 8] ae) 4 2 a 0 | 32] nm | to | 3x By a “In this column, the leters indicat the folowing motions: dr" dived valesttp=the model stopped abruptly in « nose-down attitude itn most of the modal submargod hh “tan stoothip--tho model made a very etable run snot tial up—the fide of the mel Iorased while running {Hesommended ditching attitude and fap setting. Remarks: Data obtained from the manufacturer inlestes that the fuselage bottom i extremely weak o that considerable damage with ‘his aisplane vould bovespeoled. ‘The diving caused by samulated damage as vey Mlle LIBRAR *OR AERONAUTICS ‘TABLE 14~Conoluded SUMMARY OF MODEL-DITCHING INVESTIGATION OF ‘BOMBER N @) With hydrogap. ‘Damage same as shown in thrue-view sketch except noso-whed! doors ‘not removed. Hydrofiap ea indleated. Mesimum| Aver Bengen| Wace | Anette | ottne of | saldecl- | waldecet of anol ft eration, | eration, = sua | Sa 1 r to | BE : | BE “In this column, the letters indicate the following motion yan emoothiy—the modal mado a very stable run D_ porpolsed—the model undulated about tho transverse axis with solne part of the model always in contact with water "FReeommended ditehing abtitude and flap setting. Remarks: ‘The location of the hydroflap on this airplane was artioa, ‘When loeated forward of tse nose-wheel doors, itd not stop tho diving, (© With nydro-sis, No damage simulated, Skis as indicated, = 76.51 oe Average Jongltudl- | Motions zal doco |of mode eration, |") units glk § “In this cok, th letters indleate tho folowing motions: 1h "van smoothly—-the model made a vory stable un Remarks: The ditahing behavior with tho hydro-sisaras very good. Tels pocsble tat entieatdamage cau be eliaineted ftom divelloge Oy luting a hydro-tki ditehing geat; and thos tho chances of survival and eseito would be groaily increase.TECHNICAl DITCHING INVESTIGATIONS AND TABLE 16 SUMMARY OF MODELDITOIING IIVESIGATION OF BEES (oa see os welt 66,0; celta lotion, 3 pees MA Ca vate al soe (a) Without hydrofiap. Damage snus by nova pets coated re) Zand- | rap | tand- Masi | Average fast | “ing” [Length] longitadl | lougitud- |afotions fit, | spot, | otra, | nat decet- | nal deco! [or moda tao, | ‘Gog’ | Snows | °CR""| "eration, | “eration, |" O) deg gins | guns Undamaged model 1 | 0 | 98 uw | ob a |eol | cue! ie | op 7 | a0 | 78s Y | “0 | os ix | & Bi oo] 8 ? 2 1 | | | 1] « | 4 & i | Ho | 39 | 20] 3 2 g it | 0 | a9 | 100 | sy | 3x q H | i] & | iso | a | 2 4 Ho] | & | wo] 5% ¢ in this column, the lotters indicate the following motions lighty—the model stopped abrupily in nose-dowa ith te nose of themodel aibmerged fh "ran smoothly~the model made « ery sable run 7 porpoleed-—the model undulaed about ‘the tranaverse axia wilh dome port ofthe model alvoys in eontagt with the water plata siaeplr= Be modilplroted quoeiy about vertical asa {fmocommended ditehing attitude end flap setting. ‘Remarks: The behavior of the damaged model varied inconsistently. LIBRARY 5 ON DITCHING cHARACrERIsrics 211 ‘TABLE 15—Coneluded SUMMARY OF MODBI-DITCHING INVESTIGATION OF ‘BOMBER 0 (©) With hyarofap. same as shown in three-view sketch. Navigator's escape Dams Tata (open af an angle of 30° to tho thrust lino) used as hydroap. “In this columa, the letters indieate the following motions: 'p porpeisod——the modal undulated about tho transverse axis with soule part of tho modal always in contact with water "Recommended ditehing attitude and flap setting. ‘Remaris: ‘The hydroflp is recommended as a ditshing ald on thia sirplano to stop tho diving that sometimes ocourred. ‘the decelerations alightly. ‘Te also reducedTECHNICAL LIBRARY 212 REPORT 1347 —KLUONAL LDL: ‘TABLE 16 SUMMARY OF MODEL-DITCHING INVESTIGATION OF ‘BOMBER P [Model sols, 3; gon wee, 1060 Ib; entero ravty Toston, 0 percent 2CA.0; lvl fl eae Damaged simulated by removal of prs (rnhatebd ae). 22 JOR ABRONAUTICS TABLE 17 SUMMARY OF MODEI-DITCHING INVESTIGATION oF BOMBER Q [Modal scale, $5 gross welght, 13,795 Ib; eanter-of-gravity losstion, 26 pereent M.A.C.; all values full seal) Dawage simulated by removal of parte (erosshatched areas). motions: ‘In this column, the letters indioate the fllo water i ‘tan apy tie sod bled deol ot che" Gived volently—the model stopped abrupt e0-do i Glved violently—the model stopped abraptiy in a nose-down attitiae wih most of he model submerged P porpelsed™-She model unduated about, the tranaverso axa ‘wittfome par of ee mode aay in eantct with th Water 7 "aipped the model sebekndod fom th walt ‘yemgia nang tps ree recy so 0 hia out banter ton fang tale, to model slipped of made 8 deep Tos) when they id not fal, #80 odel dived. ith little Land- | Flap | Land- Maximum| Average and | Flap | Lana |" Maximum ing | set- | ing |Tength| longitudi- | 1ongitudi- | Motions ‘ing | set. | ing |Length| longitude Motions EE | Ge | age) SEES SSE ars) | | Ge) a |, rm | eae ees tude, | deg’ ots | ft '| eration, | eration, o tude, | deg | knots | ft ‘| eration, oO = mike | st out Teaser ; a 2] 4 y [os ae : i|8 gia sles é salts ‘ Hl 3 : ula i RIE: Fa Ti tng, ee net a ig 4, dived violently sho’‘model stopped abruptly ia & noso-down ‘attitude with most of the model submerged. Th ran smoothly—the model mado a very stable run (P. porpoleod-—tho modal undulated about tho transverse asts swith somo part of the model alwaya in contact with the water ‘2 skipped—the modal rebounded from the water ‘fReommended ditahing attitudo and flap wotting. Romarks: Full-soale reports have indlosted that all personnel aboard this aiplane haven good chaneo to survive a dltebing, and i tho radlo~ aan moyen t0 the upper part of the fuego, ha! chances Will Bo itproverTECHNICAL LIBRARY DITCHING INVESTIGATIONS AND 1 TABLE 18 SUMMARY OF MODEL-DITOHING INVESTIGATION OF ‘BOMBER [Model seate, 3; gross weight, 16,025 Ib; center-ofgravity location, ‘32 porcont M.A.C.; all values full seat] Damage simulated by removal of parts (erosshatehed areas). seen oT t+ I —==— Sisenoisvow ON DINGHING CHARACTERISTICS 213 TABLE 19 | SUMMARY OF MODELDITCHING INVESTIGATION OF FIGHTER A pi e088 weight, 12,151 Ib; oonter-of-gravity location, 23 percent M.A.C.; all values full scale] Damage simulated by removal of parts (croaatohed areas) and M6? Sfasallation of crumpled parla (loted areas). [Mode scale, 4 Zand- | Flap | Land- Maximum | Average ing | get | jing, /Length|loneltdl | ouga | Motions a 1, | speed, | of run, | nal deeel- | nal decel- fof mo Land | Piep | Land- Maximum| Ave tude, | deg’ | knots |" ft | eration, | eration, | (*) ‘ng | sot” | “ing” |Lengtn| loneitud | neta | sfotions ing, | speed, | of run, | nal decet-| nal deoet- | of model eg) | nots |i" | “tration, | “eration, |° ( guns | ‘guts adamaged model ‘In this column, the lettera Indicate the following motions: dh ved vlleidy the model stopped abruptly in 8 Bose-down attitude with most of the model submary Ii" ran smoothly—the model made a 1, porpolsed~—tho moda ‘undalated about the transverse axis vith some part of the model always in contact ‘withthe water 1] akipped-—the model rebounded trom the mater. {mecommonded ditching attitude and flap setting. Romarke: ‘This airplane slosoly resomblea bomber Q. ‘The ditohing bolinvior of the models waa similar, but tho gher Inading speeds of Domber it gave higher average deceleration. table run 550 ‘Damaged model 2 | 4 | 12 | 00 | 5 1 ush g | 4 | im | mo | 8 4% |wepn 1a | 40 | “ot | G00 | 2x & |nuph “In this column, the letters indicate the following motions: aj. dived violeitiy~ the model stopped abruptly inn nose-dowa attitude with most of the model submerged ‘h Tan smootily—the model mado a very stable run P, porpolsed—the model undulated about. the transverse axis with some part of the model always in contast with the water "= skipped=—the model rebounded from the water ny med ur—the attude ofthe model inrensed while running in “ecommended ditching attitude and fap setting. Remarks: Tho undamaged model trimmed up and skipped violently ‘when it contsoted the ‘water. Simulation of ‘damage Haproved. the Gitehing behavior by reducing the timming up and skipping.TECHNIC. 21 REPORT 1347— TABLE 20 SUMMARY OF MODELDITCHING INVESTIGATION OF FIGHTER B (Model scale, 4; gross wight, 25,000 Ib; oenter-o-gravity locetion, B ‘22 percent M.A.C.; all values fall sale) Damage simulated by removal of parts (crosshatched areas) and instal- ‘ation of orummpled parts (dotted areas). "ae | ae | eluate | tots | 2 |! Jen eta S| ati | fing, | qpent, | ofzun, | nal deca: | nal deve | of model a | Se |e PY Se ee i wae | 7 ada ‘Damaged model a| «| wr | so 1 ap | “0 | 139 | G00 % n ys] 40 | im | 550 1 h Ba] “o | a2 | B80 1 b 2] 40 | tor | 500 1 B “In this column, the letters indicate the following motions: 1 ran emoothly—the model made very stable run, © onellated~-tho motel osellated about the longitudinal or vertical 'P_ porpoiged—the model undulated about the transverse axis with, ‘ohne Bart of the model alwage in contaot with the water +" Rives the model rebounded oe tha rate sumed sharply--the model pivoted quickly about a vertical axis ented ae ‘atdieude ofthe model nereased while running ia “Recommended ditching attitude and flap setting. Remarks: ‘The jet engines located below the fuselage did not cause aging ta ius neta, "pt very high masini lngiiont ‘Geceltation was obtained’ at one condition, Simulation of damage ‘topped the mode! from trimming Up. LIBRAR : SMG e ror amRoNavrtes TABLE 21 SUMMARY OF MODEL-DITCHING INVESTIGATION OF FIGHTER (Motels, J gross weg, 708 1; emerges ‘31 percent M.A.0,; all values full seale) Damage sizoulated by uso of seale-strongth parts (hatohod areas) and ae a rcvtl ol Star pata Goshalobed seas) 34.5 ft 33 tt goa | rip | tance | [Masi | Average | a, ae | sate path | loneitudl- | longitude | Mfotion| ati | dng, | speed, [orrun, | nal dece- | nal docal-| of modal fide, | ‘deg’ | Enots |'R”| "eration, | “oration, | °° dee punts | gute Uandamaged model 4 | 2 | ws | 20 9 Hm lee lear ao | eo a0) 5 a a | at | “or | too 7 4 a ‘In this column, the letters indioate the following motions 4° dived siolitly™the model stopped abrupdy a a nosedown atftade with most of We model submerged ie dived.alghtip-the Model stopped. abruptly ia noredown ailllade wit te nove of the medal merged , prgeat~e del endata a he tanner as With soto Bato th model aia i opt with to water 3 Rapped-—the model rebounded from the water agen np SSL Sho Sted nee whe rung in ‘Heoommended ditching atitudo and fap sting. Tumaria: ‘The trimming up and diving ofthis model was extromely severe he plot shoul Sone sare that te eafety harnos i oouraly [ianca in order to ittand the decolerntons-TECHNICAL LIBRARY DETCHING INVESTIGATIONS AND © ABLE 22 suMIMAnY OP MoDEI-DITOHING INVESTIGATION OF ouren D (sod sete; gross wih, 23800 1b; enter pvt lection, Yo peeet A.C al vl lea) Damage simulated by senoval of pars (rabalched aro) end #6 SNpatalation of erumpled parts (dotted areas). Showascmcovene ON DYFCHING CHARACTERISTICS 215, ‘TABLE 23 SUMMARY OF MODELDITCHING INVESTIGATION OF FIGHTER E 1 ih eros weight, 13,811 1b; conter-of-gr 22 percent M.A.C.; all values full salo) ‘Damage simulated by installation of crumpled part (dotted area). [Model seste, ttl v u 413 t—| W 30.7, 14 Land- | Alle. | Lend Maximum | Average Tand-| Flap | Land- vator | ‘ing. | ength| tongitudi- | tongitudi- | Motions| ing | sete | ing, Afotions| wet | speed, | of run, | nal decel- | nal decel- of model atti. | ting, | speed, lof model tude, | ting, | Hoots [°° ft" | "eration, | “eration, |”) tude, | deg’ | nots eration, |") ‘deg’ | des gunits |g unite ee a units ‘Undamaged model is | -20 | 11 | s20 1, us 2 0 | 17 | 870 4 |B 3 | -40 | 106 | 720] 1x SP Damaged model 1s | -20'} 131 | 00 w | us B uz | 540 1 1 8p 4 | ag | 132 | 200 | 7% 4 a 28 | —40 | 108 | 500 | 3} 1 > 9 | 38 | 109 | 00 | 2’ 1, & pe | 28 | 98 | 00 | 3 % b ‘In this column, the letters indicate the following motions: "porpoised—the model undulated about the transverse exis with sone part of the model always in contact with the water kipped-—the model rebounded from the water 1s. trimmed up—the attitude of the model increased while running, in tho water Remarks: ‘The, airplane ean land at extremely high attitudes and should be ditehed at the lowest speed and highest abtitde consistent, ‘wit adequate control ‘ls oun, te ers indent th fling motions ved violetlythe: model stopped abruptly in nose-down atttade with most of she model submerged ral amos ie ei de 8 Yr tbl ran , burpoved—tho dl undulted about he tactvors als with sof Part of the model aways in contact with the water i” Ekipped-the mode rebounded from tho water {Recomended dteling aside and fap sting. ‘Remark: Extreme ear should be taken to avoid the violent dive at tne tow attlntde. ‘The tank under the wing ould be jeisoned before ditching.TECHNIC. 216 REPORT 1347— TABLE 24 SUMMARY OF MODEL-DITCHING INVESTIGATION OF FIGHTER F Ide ee gr wht 2100; content rity a, a prs CAO al wala ed to Wau pete Dongs sna tattoo erp art tied) 35.3 ft LIBRAR ‘ESHAEH Te FOR ABRONAUTICS ‘TABLE 24—Conoluded SUMMARY OF MODEL-DITCHING INVESTIGATION OF FIGHTER F (©) With hydroftap. Damage same as shown on three-view ekotah. Speed brako (open at age a glo oF 30" to thvune ng) ed aa pdr Land Maximum] Average | fo- ‘ng Hongitual-|iongitudl-| tions ate nal decel-| nal decel-| “of tude, ‘ration, | eration, | model eg g units | ‘units [°C Undameged model Inboard 20| 135 | 40 Outboard 55, 5 1 sp where, 2! us| co | 3 | 1 | op wa [Bbw 2] 02 | soo | 2 | 1 dep Damaged model a [Bete] aaa | ro | 5 | 1 dep s | Beet, 23/115 | os | 3 | 2 |p ia | eee | oa | 00 | 2 # [er ‘In this column, the leters indioate the folowing motions: "porpoised—tho model undulated about tho transverse axia with sotne part of the model always in contact with the water ‘f. dkipped—the model rebounded from the water {Recommended ditching attitude and fap vetting. Remarks: Thia model made rather long rune with severe skipping. pasta) Average Tenge [longstudt|ongiead| tons ‘Pin nel doce ant BV ration, | oration, Tunis | ‘guns Flap setting Pgatng, Inboard 20 Outboara 55 Inboard 20 Gutbaora 65 “In this column, the letters indioate the following motions: "porpoised—tho model undulated about. the transverso axis with soihe fart of the model always in contact with the water 1. skipped—the model rebounded from tho wa Recottmended ditching altitude and fap setting. Remarks: The severity. of the skipping was reduced by uslog the wa i, ipping 1y uso